System of speed regulation



Feb. 22, 1938. a G. MCKINNEY 2,103,970

SYSTEM OF SPEED REGULATION FiledApril 20, 19:54 2 Sheets-Sheet 1 Edward G M l'pg q' Feb. 22, 1938. E. G. McKlNNEY 2,108,970

SYSTEM OF SPEED REGULATION v Filed April 20, 1934 2 Sheets-Sheet 2 K warm-M @6 axis whereby the relatively forward part thereof may be depressed as'is conventional, such mounting comprising a pivot pin 3 extending through a post or support 4 secured to the floor board 2 and a rib 5 extending from the under face of the pedal. The aforesaid parts are held in suitable relation as by a nut Ii secured to one end of the pin 3. The pedal I is also tiltable on a longitudinal axis by suitably hinging the rib .5 to the pedal I by the provision of a longitudinally extending pivot pin I which extends through the upper portion of the rib and through webs 3 or the like fixed to the pedal I. A suitable pivot spring 9 may be provided to maintain the pedal I in normal level position except when positively held tilted. The pedal I is also preferably provided with a raised edge or flange III to prevent thefoot from slipping oil the pedal as it is tilted about the axis of pivot pin 1. The forward portion of pedal I is also hingedly related, as by a universal joint I2'which is coaxial with pivot pin 1, to a tube I3 extending downwardly within a tubular column I4 (Fig. 3), the saidcolumn being rigidly fixed to the floor board 2 by suitable means not shown. The tube I3 is provided with an upstanding lug I5 against which the pedal I is urged by-a pivot spring or equivalent means I6 which augments the action of spring 9 to maintain the pedal I in normally horizontal or level position.

The tube I3 is slidably related within the tubular column I4 and has fixed to its lower portion by suitable means a rod I3 which extends generally downwardly and may terminate in an ofiset 20 which is connected by spring 2! to a fixed point 22 on the engine block, for example. From the foregoing description, it will be obvious that as downward foot pressure is exerted on pedal I, the pedal is depressed about the axis of pivot pin 3 and downward motion of its forward end is transmitted through tube I3 to rod I3, against the urge of spring 2I. Conversely, as foot pressure is relieved, spring 2I will urge rod I3, tube I3,

and foot pedal I into its normal raised or idling position.

According to the present invention, I make prevision for locking the foot pedal I and parts movable therewith in any position of depression, such means being operable upon tilting of the foot pedal I in ananti-clockwlse direction about pivot pins I and I 2. One form of such locking means is illustrated and will now be described. Leitwise ofthe pivot I 2, foot pedal I carries a link 24 which is pivotally connected to the pedal as at 24a, the link at its other'end' being articulated to a bell crank lever 25 fulcrumed as at 23' in the tube I3. The other end of the bell crank 25 carries a brake shoe 23 which extends through a longitudinal slot 21 provided in the tube I3, whereby the braking surface of the shoe may engage against the inner surface of the tubularcolumn I4. The'tube I3 carries at its upper end portion a stop lug 21' which functions to limit the tilting movement of. the pedal I. Thus link 24 and bell crank 25, upon tilting of the foot pedal I, forces the brake shoe 26 into braking engagement with tube I4, it being understood that such braking action can bej,obtained during any position of depression of foot pedal I and tube I3 movable therewith. I propose movement is utilized in vmovement of the pedal I until the latter. engages stop21, the additional rotation for a purpose to be described. k

Foot pedal I further carries a clutch operating rod 30, the rodbeing pivoted to the pedal as at 3| and extending axially through the tube I3 and being provided column- I4 and generally parallel to the rod I8 previously described. As pedal I is tilted about the axis of pivot pins 1 and I2, it will be seen that axial movement is transmitted to clutch rod 33, the additional rotation permitted pedal I subsequent to braking action by the flexibility of crank 25 serving to cause an appreciable axial movement thereof relative to rod I3.

By reference to Figs. 1, 2 and 5, a clutch housing generally designated at 32 is rigidly secured to rod I8, the housing being suitably enlarged in.

the direction away from rod I8 and recessed as at 33 to provide a seat for a U-shaped clamping ring 34 of spring steel. A rod 35 extends axially through housing 32 and in parallel relation to rods I3 and 30. The normal action of clamping ring 34 is to bind against the rod 35, which latter is slidably mounted in afixed bearing support 33 adjacent one end andhas its other end connected to a bell crank 31. The bell crank 31 is suitably articulated to push rod 33 which is connected to the. throttle valve V generally located in the intake line to the engine E. I

Assuming normal pedal regulation, rod 35 is clutched through the medium of clamping spring St to rod I8 connected through the medium of tube E3 to foot pedal I. Depression of the foot pedal depresses rod I8 and clutch housing 32 carried thereby, and also the rod 35 clutched to rod I3. Consequently, the bell crank 31 is actuated about its point of support to actuate push rod 33 to open the throttle valve and admit an increased fuel supply to the engine. Release of the foot pressure on pedal I II causes the parts to return to their normal raised or idling position due to action'of spring 2|.

To effect de-clutching of rod 35 from rod I8, foot pedal I is tiltedas previously described, such action imparting axial movement to the clutch rod 30 relatively of rod I3. This relative axial de-clutching rods I3 and 35 in the following manner. A cam 40 has its stem portion trunnioned for rotation inrod I3, the cam portion extending intermediate said rods and being disposed between the legs of the U- shapedv clamping ring 34. The stem portion of the cam 43 has rigidly secured thereto a link 42,

the link extending to the clutch rod 30 and being flexibly connected thereto as by pin 43. As clutch rod 30 1s moved axially relative to rod I3, link 42 is actuated in a rotary direction about the relatively fixed axis of cam 43 and causes rotary movement of the cam whose design is such that its high points engage the ends or legs ofclamping ring 34 to spread the same. The spreading action releases the binding pressure of thering 34 on rod 35 and eflects a rod I3 and rod 35. Thus as pedal I is tilted in an anti-clockwise direction, locking of the pedal I in any depressed position as determined by the operator is eil'ected and, simultaneously, disconnefitign between the foo pedal I and-pushrod 38 is a 5 l Considering now the means for automatically disconnection between" regulating the speed of the vehicle upon locking of pedal In in a depressed position and simultamay be a stub shaft driven from the drive shaft of the vehicle which is suitably driven from the crank shaft of the engine to be regulated. Companion links extend between the balls SI and a slip ring 56 dove tailed or morticed to the non- 'rotatable guide ring 51 which is arranged about its other side a yoke ring 63, to which is pinned,

as by pins 64, a yoke 85 formed at the end of a rod 66, the other end of which is connected to an arm of a bell crank 61 (Fig. 1)., The said bell crank is mounted from a fixed support 68 and has its other arm articulated to the push rod 38 heretofore described.

From the foregoing description and under the assumption that retaining ring or flange at end of tube 58 remains in a-flxed position, it will be apparent that fly-ball action of the main governor, upon rotation of the shaft 54 driven from the main shaft of the vehicle, is transmitted to yoke ring 63 and in turn, by linkage 86, 5! and 38 is transmitted to the throttlevalve in the fuel supply line to the engine.

Considering now the means for controlling the action of the main governor 50, I provide an auxiliary governor or speed setting governor generally indicated at m whose function mm to load the main governor during normal pedal actuation whereby the main governor setting corresponds to the speed at which the vehicle is traveling, and which also functions to set the main governor to the speed at which the vehicle is running at the instant of change-over from manual to automatic regulation. Said auxiliary governor it has fly-balls H substantially identical to the balls 5i and which are linked as by links F2 to a ring 13 fast in the stub shaft 55. Companion links it connect the balls I! with a slip ring it dovetailedto a non-rotary guide ring it to which is secured the other end of the tube 58 previously referred to. Fly-ball action of the main and auxiliary governors 50, Ill, respectively, being identical due to proportioning of the flyballs but opposite by reason of the opposed action thereof at the same car speed, results in the main governor being loaded by the action of fly-balls ll being transmitted through tube 58 to vary the compression of spring 6| in accordance with speed conditions. Thus, under normal pedal actuation, the auxiliary governor constantly sets pedal actuation.

held tilted by a slight pressure of the foot.

elements 80, 8| which are of irregular cross-section, preferably square, whereby they may transmit such rotation. The telescoping element V is universally jointed at its end, as at 82, with a stem t3 extending through and journaled in rod Ill. The stem 83 has fixed thereto a pin 84 which extends to and is flexibly connected to the axially movable rod 30. As pedal l is tilted, rod 30 moves lengthwise relative to rod i8 and causes pin 85 to rotate the stem 83 on its axis, which rotation is transmitted to telescoping elements 80,

Bi. The element BI is universally jointed as at 84a to a cam rod 85 which carries at its end a cam surface 85, the cam rod being rotatable by rotation of the telescoping rods 80, 8!. The cam end 86 extends between the ends of a clamp 81, preferably U-shaped and of spring steel, which is disposed about the tube 58 which latter. is responsive to fiy-ball action of governor Ill. The 'clamp 8i is so arranged that it effects no clutch ing or looking action on tube 58 during normal That is to say, the cam end 85 normally acts to spread the ends of the clamp 81 whereby tube 58 may move freely therethrough. At the instant of changeover from manual to governor regulation, however, cam rod 85 is turned on its axis in accordance with the foregoing and the ends of the clamp 8! spring towards each other to clamp against the periphery of the tube 58 and lock the same against movement in response to actuation of governor 10. Such action in turn sets the compression of spring GI, and the main governor 50 is consequently set to the rate of speed obtaining at the instant of change-over, If the vehicle speed falls below that to which" the governor 50 -is set, the action of spring 6| tends to open the throttle valve to the engine to admit an increased fuel supply. On the other hand, if the speed increases above that to which the governor is set, the action of the flyballs 5| acts against the urge of spring 6| to reduce the fuel supply.

It will be understood that the position of clamp or clutch 8? is fixed and, conveniently, may be arranged in a suitable recess in a fixed part such as an arm at which extends from a housing 9| in which the governors 59, F0 are enclosed whereby to prevent admission of dirt or dust thereto. The stub shaft may be journaled in suitable bearings 92, 33 at the ends of said housing, and similarly cam rod 85 may extend through a bearing 96 in one wall of the housing. -I further propose to mount in the housing wall a'ball joint through which yoked rod 66 extends, such form of joint permitting tilt of the rod 66 about the center of the ball of the joint and at the same time permitting axial movement of said rod. The provision of such a sealed joint also serves to exclude dust and dirt from the interior of the housing.

The operation of my regulating system will now be described generally. If manual regulation is desired, the operator depresses pedal-I as usual, such depressing tube. l3, rod i8 and rod 35 clutched thereto, and actuating bell crank 31 and push rod 38. During such manual regulation, governors 58, it may act normally in response to vehicle speed, with governor l0 acting to constantly set governor 59 at the speed at which the vehicle is traveling. If the operator has brought the vehicle to a desired speed, such as forty miles per hour, and desires to maintain that speed for a substantial period of time thereafter, the pedal lis tilted in a counterclockwise direction and It being understood that the pedal, prior to tilting,

had been depressed sufiiciently to bring the car to the 40-mile rate'of speed, the tilting action auto; matically locks the pedal I in its depressed position, simultaneously declutches rods I8, 35, and rotates the telescoping elements It, 8| which in turn rotate cam rod 05. This rotation actuates the clamp 81 into clutching'engagement with tube 58, fixes the position of retaining ring or flange 82 and consequently fixes the compression of spring 6|, it being understood that the flyballs 5i and H are in a position deflhed by the 40-mile rate of speed. Regulation is now eil'ected wholly through the governor 50, with spring 6| tending to increase the speed if the same falls oil, and the fly-balls tending to decrease the speed if the 40-mile rate is exceeded.

If the operator now desires to return to the manual or pedal controLhe returns the pedal I to its level position. Such action serves to release the braking shoe 2! whereby the pedal may be freely actuated in a fore and aft direction, and also clutches the rod 18 to rod 35 to bring the push rod 38 under the control of the pedal. The leveling of the pedal also acts to actuate the clutch rod 30 in an axially upward direction relative to rod I8 -and thus rotates the telescoping elements 80, ll. Such rotation causes the cam 86 to spread the spring clamp 81 and release the tube 58 so that it may move in response to fly-ball action of governor 10. Consequently, governor Ill now is operative to load the spring SI and set governor III at the speed at which the vehicle is traveling as determined by the manually operable pedal I.

The above-described system of speed control is -simple and efllclent in operation and can be readily installed on all cars of present-day make and design. While having a high i degree of utility as applied to a motor vehicle not utilizing free-wheeling principles and the like, it is also adaptable to vehicles utilizing free-wheeling as the governor arrangement aforesaid functions to reduce engine speed to idling when the car coasts faster than set speed and brings the engine backup to speed when the car slows down below set speed, all without the attention of the driver. The system above described is further one that is capableof inexpensive fabrication and application.

It will be understood that the above described system is one capable of modification and substitution without departing from. the spirit and scope of the present invention, and all such modifications and substitutions, as would bediscernible to one skilled in the art, are intended to be em-- braced within the scope ofsthe present disclosure.

So also, it will be understood that the herein described system of regulation and control has application to driving motors and engines generally, and is broader in its application than to the regulation of the speed of automotive vehicles driven by engines of the internal combustion type.

As many changes could be made in carrying out the above constructions without departing from the scope of the invention, it is intended that all matter contained in the above description or shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense.

I claim:

1. In an apparatus of the character described,

the combination of a vehicle engine, a fuel supply throttlevalve for actuating the same, automatic 7 means operatively related to the throttle valve for actuating the same, and means for simultaneously rendering one of said-means eifective and the other means ineffective to actuate said valve, said last-named means including mecha nism continuously adjusting the automatic means to speeds developed by said engine when said valve is actuated by said manual means.

2. In an apparatus of the character described, the combination of a vehicle engine, a fuel supply line thereto, a throttle valve in the fuel supply line, manual means operatively related to the throttle valve for actuating the same, automatic means operatively related to the throttle valve for actuating the same, and means for selectively rendering one of said means ineffective to actuate the throttle valve, said last-named means being operable upon actuation to render the other means effective to actuate the throttle valve and including mechanism continuously adjusting said automatic means to speeds developed by said engine whensaid valve is actuated by said manual means; g

3. In an apparatus of .the character described,-

rendering said one means ineffective and simultaneously therewith ,for rendering theother means effective to actuate the valve.

4. In an apparatus of the character described, the combination of a vehicle engine, a fuel supply line thereto, a throttle valve in the fuel supply line, manual means connected to said valve and normally efl'ective to actuate the same; automatic means connected to said valve and normally ineflective to actuate the same, adjusting mechanism associated with said automatic means for adjusting continuously said automatic means to speeds developed by said engine when the valve is actuated by said manual means, means for rendering said manual means ineilective to actuate said valve, and means responsive to the actuation of said last-named means for interrupting actuation of said adjusting mechanism whereby to render said automatic means eifective to actuate said valve. I

5. In a system of speed regulation for motor vehicles having a fuel supply line to the engine thereof and a throttle valve in the fuel supply line, the combination of operator controlled means operatively related to said valve for actuating the same, speed governor means operatively related to said valve for actuating the same, means under the control of the operator for selectively rendering one of said means effective and the other means ineffective to control said valve, and means continuously adjusting'the setting of=the speed governor means to correspond to speeds developed by said engine when said-valve is actuatedby said operator controlled means.

6. In a system of speed regulation for motor vehicles having a fuel supply line to the engine thereof and a throttle valve in the fuel supply means effective to actuate said valve, and means continuously adjusting the setting of the speed governor means to correspond to speeds developed by said engine when said valve is actuated by said operator controlled means.

7. In asystem of speed regulation for motor vehicles having a fuel supply line to the engine thereof and a throttle valve in the fuel supply line, a manually actuable element connected to the valve and normally effective to actuate the same, a speed governor connected to the valve, means continuously adjusting the setting of the governor to correspond to speeds developed by said engine when said valve is actuated by said element whereby said governor is normally ineffective to actuate the valve, and means for rendering the element and said adjusting means ineffective and the speed governor effective to actuate the valve.

8. In a system of speed regulation for motor vehicles having a fuel supply line to the engine thereof and a throttle valve in the fuel supply line, a manually actuable element connected with the valve and normally efiective to actuate the same, a speed governor connected with the valve but normally ineffective to actuate the same, and means for rendering said element ineffective and for rendering the speed governor effective to actuate the valve, said means being operative at any position of actuation of the element as determined by the operator.

9. In a system of speed regulation for motor vehicles having a fuel supply line to the engine thereof and a throttle valve in the fuel supply line, a manually actuable element connected with the valve and normally effective to actuate the same, a speed governor connected with the valve, means for continuously adjusting the speed governor setting to correspond to vehicle speeds developed by the engine under control of the manually actuable element, whereby said speed governor is normally ineffective to actuate said valve, and means for rendering said element and said adjusting means ineffective whereby to render the speed governor effective to actuate the valve.

10. In a system of speed regulation for motor vehicles having a fuel supply line to the engine thereof and a throttle valve in the fuel supply line, a manually actuable element connected with the valve and normally effective to actuate the same, a speed governor connected with the valve, means for continuously adjusting the speed governor setting to correspond to vehicle speeds de-- veloped by the engine under the control of said manually actuable element, whereby said speed governor is normally ineifective to actuate the valve, means to render said manually actuable element ineffective to actuate the valve'and at the same time to render said adjusting means inoperative, and means responsive to the actuation of said last-named means for adjusting the governor to a fixed rate of speed correspond- 5 varying rates of speed developed by said engine, and means for setting the governor to a fixed rate of speed within the range of speed rates developed by said engine.

12. In a system of speed regulation, the com- I bination of a governor connected in controlling relation to an engine or the like, means operative to adjust continuously the governor in ac-.

cordance with varying rates of speed developed by said engine, means operative to set the govthe range of speed rates developed by said engine, and means for selectively rendering one [of I said means effective.

13. In a system of speed regulation, the comand adapted normally to adjust the first governor.

in accordance with varying rates of speed developed by said engine, and means for interrupting such adjustment function of the auxiliary governor and simultaneously adjusting said first governor to a determined rate of speed within the range of speed rates developed by said engine.

15. In a system of speed regulation, the combination of a governor arranged in controlling relation to an engine or the like, an auxiliaryv governor normally opposing said main governor and operative to adjust the main governor in accordancewith varying rates of speed developed by said engine, and means operative at will to render said auxiliary governor inoperative for such adjustment, .and simultaneously to adjust said main governor to a fixed rate of speed within the range of speed rates developed by said engine.

16. In a system of speed regulation, the combination of an engine or the like, manual means normally operative to control the same, a governor in controlling relation to the engine, means continuously adjusting said governor to the varying rates of speed developed by said engine under said manual control, and means for changing over from the manual to the governor control, said last-named means being operative to render the adjusting means inoperative.

1'7. In a system of speed regulation, the combination of an engine of the like, manual means normally operative to control the same, a governor in controlling relation to the engine, means for adjusting said governor to the varying rates of speed developed by said engine under said manual control, and means for changing over from the manual to the governor control, said lastmamed means being operative to render the adjusting means inoperative, and to adjust the main governor to a fixed rate of speed corresponding to the rate obtaining at the instant of change-over.

18. In a system of speed regulation, the combination of an engine or the like, manual means normally operative to control the same, a governor for controlling the same, means continuously adjusting the governor in accordance with ernor to function at a fixed rate of speed within the varyingrates of speed developed by said engine or the like under said manual control,'means "for changing over from the manual to the govtion of said main governor, and means for disconnecting said manual control means from and simultaneously therewith for establishing the main governor in controlling relation to said engine, and means responsive to actuation of said last-named means to set the main governor to the rate r speed obtaining at the instant of disa connection of said manual control means.

20. In a system of speed regulation, the combination of an engine or the like, manual means normally operative to control the same, a main governor for controlling the same, an auxiliary governor normally adjusting the main governor speed setting to correspond to varying speeds developed by the engine under the control of said manual means, means for disconnecting the manual means from controlling relation with the engine, and means responsive to said last-named means to set the auxiliary governor at the rate v of speed obtaining at the instant of disconnection 01' the manual control means, whereby to adjust the main governor to the aforesaid rate of speed. v

EDWARD G. MCKINNEY. 

